length was 33′-0″, inside width 10′-4″ and length over strikers 33′-11″. The truck center spacing was 24′-0″. The capacity was 2,053 or 2,081 cubic feet. They had cast-steel parts for the center sill and a triangular bulkhead gusset bracing each interior side.
Three distinctive spotting features of
the AAR alternate standard design that distinguish it from the standard design are the nine equally spaced side-posts, the U-shaped side-post extensions and the offset crease extending to top cor- ners of sides. There were many detail variations of the alternate standard de- sign including power hand brakes, door locks, brake step and trucks. The end posts were vertical angles or outward facing channels. Six different end-sheet constructions were: the flat-top ends with angle end posts (extending to the top of the end); flat-top ends with out- ward-facing channel end posts (extend- ing to the bottom of the end sheet); arched Dreadnaught ends with out- ward-facing channel end posts; arched flat-plate ends with angle end posts (ex- tending to the top of the end); the “notch” arched flat-plate ends with an- gle end posts (extending to the top of the end) and flat-top ends with trapezoidal- shaped extensions (C&O only). The alternate standard hoppers were built from 1934 to 1949 by: American Car & Foundry, Transportation,
General American Pullman-Standard,
Bethlehem Steel, Standard Steel Car, Greenville Steel Car, Ralston Steel Car and Ryan Car Co. The first cars of the AAR alternate standard design were built for the C&O and Erie. A total of 43,422 hopper cars were constructed to the AAR alternate standard design for the Van Sweringen railroads: C&O (27,495), Erie (4,350) and Nickel Plate (825). Other owners were: Clinchfield (3,600), Wheeling & Lake Erie (3,400), Cambria & Indiana (1,100), Pittsburgh & West Virginia (700), Northern Pacific (700), Litchfield & Madison (300), Mon- tour (300), AT&SF (200), Minneapolis & St. Louis (65), Louisiana & Arkansas (50), Bangor & Aroostook (35) and the
Ohio State University (2). Pittsburg & Shawmut acquired 700 AAR alternate standard cars secondhand from the Erie. Starting in 1961, some C&O cars were exchanged to the B&O. An extensive, profusely illustrated
article by Ed Hawkins on the AAR al- ternate standard design hoppers was published in Railway Prototype Cyclo- pedia Volume 25. The author suggests that the design deserves to be de- scribed as “AMC Standard Design” to credit the Advisory Mechanical Com- mittee for developing and producing the design two years before the AAR approved its design.
The C&O hoppers carried several lettering schemes during their lives. When built they were lettered with one line of 9-inch tall white Railroad Ro- man lettering. Cars repainted between 1948 and 1954 were lettered with three line or single line 7-inch white lettering and the first-generation “C&O for Progress” monogram. Cars repainted between 1954 and 1957 were lettered with three line or single line 7- inch white lettering and the second- generation “C&O for Progress” mono- gram. Cars repainted between late 1956 and 1960 were lettered with yel- low Futura Demi-bold and the second- generation “C&O for Progress” mono- gram and dashed visibility stripes. The yellow lettering was found to fade so cars repainted between 1959 and 1964 were lettered with white Futura Demi- bold and the second-generation “C&O for Progress” monogram and dashed visibility stripes.
Many of the C&O offset-side hoppers were rebuilt to rib-side hopper cars from 1961 to 1965 at C&O’s Raceland Car Shops in Russell, Kentucky. Of C&O’s original 27,495 AAR alternate standard hoppers, the numbers with offset-sides remaining in revenue serv- ice, lettered for C&O in series 50000- 52999 and 124000-128999, were: Jan- uary, 1972 (760), January, 1977 (36) and October, 1981 (12).
The InterMountain ready-to-run model has factory-installed grab irons
www.dallee.com
www.hitechdetails.com
www.protocraft.com RAILROAD MODEL CRAFTSMAN 85
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100